Throttle control



July 23, 1935.

c. A. KILLMEYER THROTTLE CONTROL Filed Aug. 10, 1932 2 Sheets-Sheet l INVENTOR THROTTLE CONTROL Filed Aug. 10, 1952 2 Sheets-Sheet 2 T 2' cu'ryv GENERATOR C?) CQIL um To INVENTOR Patented July 23, 1935 UNITED: PATENT o 1l r1 I Application August n, 1932, Serial No. 628,147 Y My invention relates'to throttle controlling device of internal combustion engines and particularly to the type that is used during the starting period.

6 New improvements in internal combustion engines have made it essential thatthe carburetor throttle be opened further, for starting than the conventional idle particularly with downdraft carburetion.

In the combination of automatic starting switches and downdraft carburetionj it is very desirable to automatically control the throttle open-r ing during the starting period. With downdraft carburetion it is very desirable to open the throttle a certain amount beyond the conventional idle throttle opening in order to start the engine quickly when it is hot. When the engine is stopped the heat stored in the manifold and other parts is conducted to the carburetor causing the fuel in the carburetor to vboil or percolate. This boiling or percolation of the gasoline forces the fuel out of the carburetor nozzle into the intake manifold. A .drain is usually provided to drain this excess fuel from the manifold but the 25 hot manifold vaporizes someof the fuel .an'dconisequently the manifold is practically filled with vapor. Thus a very rich mixture is produced in the intake manifold and consequently starting is delayed due to the overly rich mixture. If. the engine does not start after a few revolutions of the starter the average driver .will choke the engine. This enrichens the mixture still more and consequently the engine will not start because of the flooded condition.

It is also desirable to have the throttle open further than the conventional idle opening for starting during cold' weather. This additional throttle opening gives the engine enough power to overcome the increased friction due to cold weather.

My invention makes the throttle control entirely automatic during starting and eliminates the hazards due to the human element in manually controlled systems. The object of my invention is to provide a device that will improve combustion engines.

Still further features of the invention consist in- 50 certain novel features of construction, combinations and arrangements of parts hereinafter described and claimed, the advantages of which will be obvious to thoseskilled in the art from the following description.

Fig. 1 is a diagrammatic view showing how my throttle opening. This is true Throttle control lever I shaft invention can be used opening ofa carburetor. v

Fig. 2 is a sectional view taken along the line 2-2 of Fig. 1.

Figure 3 is a diagrammatic view of anautomatic 5 starting switch in combinative association with the device constituting my invention. v

Referring to Fig. '1, -l isa storage battery and 2, is an electric" motor used for starting. The

to control the throttle "partially sectioned carburetor 4 is used to mix fuel and air for proper combustion. A starting switch 3 opens and closesthe circuit, between the storage battery I and the starting motor 2.- The.

sectioned isolenoid 5 has-a plunger'fi, which is pivotally connected by link 1 to lever 8. Lever 8 is freely mounted onthrottle shaft II and engages with lug l0 onthe rigid throttle lever l2. I2 is rigidly attached to II which carries throttle valve 9. -'|3-is a diagrammatic view ofan intake manifold and ll is a diagrammatic representation of an internal combustion engine.

When'the switch 3 isclosed-electrical current t is supplied tostarting m tor 2 and solenoid 5.

The .plunger 6 then moves upward and operates link i causing lever B to move in a clockwise direction. As lever 8 1s turned in this direction it engages with lug ill on lever l2 thus opening the throttle valve 9 a predetermined amount. Throttle valve 9 can be opened further independent of lever-8 by manipulating the accelerator pedal or -hand throttle lever'bothof which are operatively connected to the lever 12. i

As soon as the starting switch 3 is open current ceases to pass through the solenoid rendering it inoperative and permitting the plunger 6 thereof to fall-to its normal position. This allows the normal throttle closing means to predominate and the throttle closes to normal idling position. It is thus apparent that the solenoid is enabled to 40 actuate the throttle-valve for proper operating efliciency' independent of the usual foot or hand operated mechanism.

Inasmuch as solenoids are made with various operating characteristics, some being of the quick the Starting of internal vacting type and others of the lag or slow operating class, a solenoid can be chosen of such predetermined operating characteristics as to produce a desired differential between the time of operation of the motor and valve. Thus by a suitable choice of solenoid the valve can be opened before the engine is started under the influence of the motor. v

My invention can be readily adapted for use with so-called automatic starters which are set into operation by turning on the ignition switch on the dashboard. Such devices are in general commercial use and have, as is well known, a {movable element actuated by the ignition circuit 5 for closing the starting circuit, this movable element, which is usually the plunger of a solenoid, bringing the contacts ofthe starting switch into engagement. By simply connecting the link I of my device to this movable element or solenoid,

instead of to the plunger 6 of the solenoid 5, my

device will operate as above described. The movable element actuates the link I, which in turn actuates the throttle valve as aforesaid. With such an arrangement it is necessary that the link 'I be a flexible shaft, such as a Bowden wire.

Specifically, referring to Figure 3, the ignition switch i5 generally positioned on the dashboard and constituting part of the circuit containing the winding lfi about the solenoid i1, is electri 0 cally connected to the stationary contact terminal IS. The contact I! is aflixed to the plunger of the said solenoid l1 and is adapted for simul taneous operative contacting engagement with a f the terminals [8 and 20, the latter being con-' talned within the starting motor circuit. Suitably secured to solenoid I1 is one. end of the Bowden wire or flexible shaft la equivalent to the link 1 of Figure 1,the otherendbeing connected to the throttle valve through the equivalent 10 of the lever 8, lug l0,,shaft II and lever l2.

1 In the operation of the device of Figure 3, when the switch I5 is closed, the solenoid I] will be drawn to the right to, close the circuit via the contact elements l8, I9 and 20 through the starting motor 2|, and at the same time operatively move the link in. to actuate the throttle valve with which it is connected.

While I have described several embodiments of my invention, I do not wish to belimited to the particular forms shown and described as it will be apparent that many modifications therein can be made without departing from the scope of my invention as set forth in the appended claims.

Having thus described my invention, what I claim is; I

' 1 In combination with the carburetor, intake ma'nifold.and starting motor of an internal combustion engine, a throttle valve withinsaid mam-- fold, electro-mechanical means operatively connected with said valve, aswitch electrically connected to said motor and electro-m'echanical means, means associatedwith saidlatter means and the valve for eilfecting a partial actuation thereof upon an operative movement of the electro-mechanical means, and mechanical means independent of said electro-mechanical means and adapted, upon a manipulation thereof, to actuate the valve through its complete operative path.

2. In combination with the carburetor, mixing passage and starting motor of an internal combustion engine, a throttle valve within said passage, a solenoid operatively connected with said valve, unitary switching means electrically connected to said motor and solenoid and adapted, upon a manipulation thereof, to effect the starting of the motor and energizing of the solenoid; said solenoid being adapted when energized, to partially open said valve a predetermined amount; means to return the solenoid toits normal inoperative condition when tie-energized; and means mechanically connected to said valve and adapted, upon a manipulation thereof, to independently actuate the valve.

3. In combination with the carburetor, mixing passage and starting motor of an internal combustion engine, a throttle valve within said passage, electro-mechanical means of predetermined magnetic characteristics operatively connected to said valve and adapted, upon the energizing thereof, to partially open the valve 9. predetermined amount; the motor and electro-mechanical means being in independent circuits electrically connected to a single switch and sourceof current supply; and mechanical means operatively connected to said valve and adapted, upon a manipulation thereof, to independently actuate the valve.

4. In combination with the carburetor, intake manifold and starting motor of an internal combustion engine, a throttle control comprising, in combination, a; valve operativelypositioned within said manifold, a solenoid the circuit of which is in parallel with that of the motor, a switch and source of current supply common to both the solenoid and'motor circuits, :1. throttle shaft for said valve, a link pivotally connected to the plunger of the solenoid, a lever rotatably mounted over said shaft and pivotally connected to said link, a 'throttle lever afllxed to said shaft, and a lug on said throttle lever'adaptedfor operative engagen'ient with said first-mentioned lever.

'CHES'I'ER A. 

